Electric machine.



C. F. KETTEFHNG &W. A. CHRYST.

ELECTRIC MACHINE.

APPLICATION FILED MAR. 7. I913.

Patented June 12, 1917.

2 SHEETS-SHEET l.

C. F. KETTERING & W. A. CHRYST.

ELECTRIC MACHINE.

APPLICATION FILED MAR. 1. 1913.

1,229,754. Patented June 12, 1917.

2 SHEETS-SHEET 2- raj-.5.

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m'l"nesse y; enf ar'u' UNITED STATES PATENT OFFICE.

CHARLES F. KETTERING AND WILLIAM A. CHRY-ST, OF DAYTON, OHIO, ASSIGNORS TO THE DAYTON ENGINEERING LABORATORIES 00., A CORPORATION OF OHIO.

ELECTRIC MACHINE.

Application filed March '7, 1913.

To all whom it may concern:

Be it known that we, CHARLES F. KET- Teams and IVILLIAM A. OHRYs'r, citizensof the United States, residing at Dayton, county of Montgomery, and State of Ohio, have invented certain new and useful Improvements in Electric Machines, of which the following is a full, clear, and exact description.

This invention relates to a system of devices, adapted for supplying power to start an engine, and the engine when thus started,

is arranged to store up power for similarfuture starting operations, and the same power source may then be used to supply current for the ignition system of the engine or for the lighting or other work circuits.

lVhile the present invention is primarily adapted for use in conjunction with the power plants of motor vehicles, it will be readily appreciated that the present invention can be employed in conjunction with machines or apparatus, wherein it is advisable or necessary to impart a starting movement, by some means independent of the machine or apparatus, to be started, in order to bring the said apparatus or machine into such condition that it will become selfoperating.

Certain structure shown in connection with the present invention, has been shown, claimed and described in the co-pending applications of Charles F. Kettering, filed April 17 1911, Serial No. 621,512; filed June 15, 1911, Serial No. 633,443; the co-pending application of William P. Anderson filed September 12, 1912, Serial No. 719,997; and the co-pending application of Charles F. Kettering filed September 19, 1912, Serial No. 721,237; but the present case includes other features, consisting of certain elements and combinations of elements, which will be described, shown and embodied in the appended claims.

The systems described in certain of the above named co-pending applications, are particularly adapted for use in conjunction with motor vehicles of certain types. Now, when it was attempted to apply these systems to other types of motor vehicles, it was found that certain of the units, such as Specification of Letters Patent.

Patented June 12, 1917'.

Serial No. 752,733.

for instance, the dynamo-electricmachine, could not readily be adopted, for the rea sons set forth hereinafter.

As has been clearly explained in the copending applications, it is extremely advis able to employ the shaft, which is ordinarily used to drive the pump and magneto, to drive the electric machine, when the same is operating as a generator.

On the type of cars, however, known to the trade as the Oakland motor cars, and also several other cars which employ sub stantially the same type of power plant and chassis construction as that employed on the Oakland car, the shaft which is used to drive the pump, is located so closely to the body of the engine or crank case, that there is not sufficient space to apply the dynamoelectric-machine of the type set forth in the co-pending applications, for the reason that the distance from the center of the armature shaft thereof, to the external face of the frame of said machine, is greater than the space between the center of the pump shaft and the outer surface of the crank case of the engine.

Also, in some types of cars, the construc tion and location of the steering post and certain of the other structure, interfere with the installation of systems of the type set forth in the above named co-pending applications.

Among the other objects of the present invention, is to combine an electric system, for

present invention will be clearly apparent from the following description, with reference to the accompanying drawings, wherein a preferredform of embodiment of the present invention is clearly illustrated.

Figure 1 is a top plan view of a portion of a vehicle chassis, disclosing an engine and clearly illustrating one form of the present invention in its applied position.

Fig. 2 is a diagrammatic view of the electrical circuits and connections, embodied in the present invention.

Figs. 2 and 2 are detail views of parts of the electric machine.

Fig. 3 is a view taken on the line 2-2 of Fig. 1, with certain of the elements shown in Fig. l, omitted for the sake of clearness.

Fig. is a detail end elevation of one form of the electric machine embodied in the present invention, certain parts of said machine being shown as broken away to illustrate part of the interior of said machine.

Fig. 5 is a view partly diag 'ammatic and partly structural of some of the elements comprising the machine shown in Fig. l.

Fig. (3 is a perspective view of the frictional clutch mechanism which couples up the dynamo-clectric-machine and the engine, one element of which also serves as a driving member for certain of the movable parts of the ignition system.

Referring to the drawings, and more partici'llarly to Fig. 1, it may be stated that the type of motor vehicle to which this im proved system is shown as applied, is a combination of those automobiles known to the trade as the Cadillac, Cole and Oakland.

The present illustration shows an automobile embodying an engine of the four cycle type, and shown specifically in the present instance as having four cylinders.

It will, of course, be understood that no limitation is intended by the illustration shown in. the accompanying drawings, but that simply as a matter of convenience and for the sake of clearly setting forth one form of the present invention, this specific illustration is made.

In Fig. 1, the side frames of the chassis are designated by the numeral 20, which together with certain transverse supporting members 21, carry and support the engine 19. The running boards are indicated at and 23. 24c designates the ordinary crank and fly-wheel casing. The apron may be cast integral with the crank casing 2i, and forms a shelf on which the dynamo-electriemachine 8 1 may be mounted in any suitable manner. I

The water piimp 26, such as is customarily used in motor vehicles, operated by the shaft 27, which has also heretofore been used to drive the magneto or generator. This shaft, in the present instance, is advanta 'geonsly made use of, as will appear hereinafter.

28 designates the engine flywheel, secured in the usual manner to the crank shaft, and is provided with a series of gear teeth, formed on or secured to its periphery, as at 29.

The transmission clutch 30, may be of any suitable construction, and is adapted to be moved into and out of driving connection with the engine fly-wheel. or elements connected therewith. The normal position of the movable elements of this clutch is controlled in the usual manner, through the medium of the clutch spring 31, while the clutch pedal 33 may be actuated to disconnect the clutch from its operative position, in the usual manner.

The dynamoelectric-machine is constructed and arranged to serve as a motor for starting purposes, and as a generator for charging the accumulator or storage battery with power for use in the future starting operations, or for other purposes.

The status of this dynamo-electrie-imichine, as to its operation as a motor, or as a. generator, may be controlled by any suitable main operating member, which can either be an independent element, such as is shown in the eo-pending aln lication, filed April 17, 1911, Serial No. (321,512, or it may be combined with the clutch pedal 33, so that said clutch pedal may be emplo' ved to perform its usual functions relative to the engage ment and disengagement of the clutch meehanism, and also at the will of the operator may be employed as the main operating member, of the starting system.

lVhere the clutch pedal is employed in the manner described in the above mentioned eo-pending application, to control both the clutch and starting system, the said starting system is completely disengaged from the clutch pedal. so that it will not be a llected by the ordinary operation of the clutch pedal.

However, for starting purposes, there is an auxiliary means employed for permitting the connection of the clutch pedal with the electrical system, which maybe control led and operated by an entirely independent mechanism, as is clearly shown, described and claimed in the co-pending applications, filed June 15, 1911, Serial No. (533,4-sl3, and filed September 19, 1912, Serial. No. 721,237, or this auxiliary means may be brought into operation by an initial movement of the main operating element, as is clearly shown, described and claimed in the co-pending application, filed December 26, 1912, Serial No. 738,647.

The motor or coupling gearing, which constitutes the connection between the motor end of the dynamo-electric-machine and the engine, and the operating mechanism there for is of substantially the same construction L as that shown, described and claimed .in the co-pending applications, filed April 17, 1911, Serial No. (321,512, and filed June 15, 1911. Serial No. 6333-13, and therefore, no further description of the specific and detail construction of this gearing and its self-contained clutch mechanism will be given.

By referring to Figs. 3, 4t and 5, it will be seen that the dynamo-electric-machine is of peculiar and novel construction and consists of two oppositely disposed side frames 1 i and 15, which are connected at one end by an element 50, formed of magnetic material, while the opposite ends of said frames are mounted upon and secured to a mass of non magnetic material 49, which forms a base or support for the other elements of said machine.

Because of the difficulties which the present invention is designed to overcome, it is advisable to conform the machine, so that while the elements comprising the frame thereof, will possess a suflicient mass of magnetiomaterial to create a magnetic field of desired strength, the transverse dimensions of the machine are reduced substantially to a minimum.

However, in order to economize in space and also to reduce the weight of the machine to a minimum, but at the same time construct a machine which will possess a sufiicient mass of magnetic material to furnish a field of desired strength, the side frames are provided with a central portion, taken on a vertical plane through said frame provided the machine is located as is shown in Figs. 3 and 4;, of greater thickness than the portions of said frame adjacent to the eX- treme sides thereof.

Thus it will be seen that that portion of the frames which comprise the pole pieces of the machine, and through which the greatest magnetic flow will occur, is increased in mass over that portion of the f ame which constitutes simply an inclosure for the machine.

From the above, it will be seen that the side frames of the dynamo-electric-machine embody the pole pieces of the machine. This not only causes a reduction in the weight of the entire machine, but also greatly facilitates the construction of the same, from a manufacturing stand-point, inasmuch as it is possible to cast or forge the side frames and pole pieces of the machine, integral and thus avoid the usual multiplicity of machine and assembling operations.

As a matter of fact, by having the elements, which connect the upper extremities of the side frames together, also form the supporting means for the field windings which are assembled in a single unit 19*, it is possible to greatly reduce the number of elements which make up the machine and this greatly facilitates the manufacturing and assembling of the machine.

In diagrammatic Fig. 2, and also in Fig. 5, the specific structure of the side frames and the element of magnetic material. which connects said frames, is clearly shown.

In a machine of the type disclosed herein, there are two separate and distinct field windings, one which may be termed the generator winding, and the other the series winding which constitutes the motor winding, the generator winding and its battery connections in the present case being of much higher resistance than the motor wind the flywheel'teeth 29, the electrical circuit 0 will be closed as follows:

From the battery 80, through one side of the line 81 to the commonswitch plate 82, across the movable element 88 of the switch to the contact plate 84. From this contact plate, current will pass through the wire 85, through the series field 86 and across the motor commutator 87, back to the battery, via the wire 88. The connections above de scribed are of suflicient conductive capacity to permit energy of high amperage to pass from the battery through the electric machine, whereby the machine will be operated with a high torque effect, to enable the, same to readily crank the engine, and thus effect the starting thereof.

As soon as the engine becomes self-actuating, the gears 63 are forced back into the position shown in Fig. 1. As soon as the engine speed equals or becomes greater than the speed of the armature of the electric machine 34, the friction clutch shown in Fig. 6 will be so actuated that the external element 71 will become fixed relative to the internal element 72, through the medium of the gripping balls or rolls 74, whereby the engine will immediately tend to drive the electric machine as a generator.

As will be noted by referring to the co pending application of CharlesF. Kettering,

Serial No. 7 21,237, filed September 19, 1912, when the gears 63 are released from their coupling position, the movable element 83 of the switch will also be shifted into the dotted line position shown in Fig. 2, whereby the motor circuit just described, will immediately be broken and the following charging circuit will be closed.

From the generator commutator 90, our rent will flow through the brush 91, through the shunt field 92, to the generator contact plate 93 of the controlling switch, across the movable member 83 to the common plate 82, through the line 81 to the point 92, where a part of the current will pass along the wire 81 to the battery 80, and thence back to the generator armature 90, via wire 88, wire 95 to the generator brush 96.

As has been stated heretofore, when the current reaches the point 92 in the line 81, a small amount of current will pass through the wire 100, through the regulator 101, back to the opposite side of the generator, viawire 105. The regulator, which is similar to that described, illustrated and claimed in the co-pending application of Charles F. Kettering, Serial No. 7141,23 t, filed August 9, 1912, will be controlled by a further branch of the current passing through the wire 105, which connects directly across the generator line, thus making it obvious that the regulator is of the voltage regulator type.

A suitable automatic switch, such as has been shown in the co-pending application mentioned above, may be included in the generator circuit, so as to automatically maintain the said circuit open at all times that the battery voltage is greater than the voltage across the terminals of the generator. This device in the present instance is shown diagrammatically and is designated by the numeral 100.

In systems of the above named type, which provide for the starting and lighting of motor vehicles, by the operation of a single unit having a plurality of functions, or where separate units are employed to accomplish the various functions independently, it has been found advisable to combine an ignition system which will effect the explosion of the fuel charges contained in the engine, in a predetermined proper sequence.

It is a well known fact that in order to secure the proper timing and distribution of the ignition spark or sparks, the ignition mechanism or certain parts thereof, should be operated at a constant ratio of speed relative to the speed of the engine, that is, in four cycle four cylinder engines, the timing and distributing mechanism should be operated at substantially one half engine speed, regardless of the variations in this speed, while in six cylinder four cycle engines, the speed should be once and a half engine speed.

The present system embodies, as has been stated heretofore, a dynamo-electric-machine 341, which is driven as a generator through the engine driven shaft 27.

However, when the dynamo-electric-machine is to be operated as a motor for starting purposes, it operates independently of the shaft 27 and the connecting gearing 63.

As has been stated heretofore, when the gearing 63 which is adapted to be .hifted to couple up the electric machine as a motor to the engine for starting purposes, is disconnected, and the engine becomes self-actuating, the clutch shown in Figs. 4 and 6 will connect up the engine to the electric machine, as soon as the speed of the engine becomes equal or greater than the electric machine; this being true only when the electric machine is being driven at engine speed.

0f course, if the electric machine is being driven at greater than engine speed, then the clutch will be so arranged that it will not pick up the generator until the predetermined ratio of speed has been equaled by the speed of the engine, or the engine speed becomes greater.

This clutch comprises an external member or shell 71, directly connected to the sh aft 27, which in turn is driven by the timing gears of the engine, as is clearly shown in Fig. 1. The internal member of said clutch is pinned directly to the armature shaft of the electric machine 3 1, and com prises practically a cam element. That is, the periphery of the said internal member iscut away at a number of different points, whereby depressions are formed between the periphery of the internal member and the interior wall of the external member.

lVithin these cut-away portions, frictional gripping elements, comprising rolls or balls A 74- are suitably positioned and are so ar ranged relative to the external. and internal members of said clutch that under certain conditions, the external and internal members may have relative movement, while under certain other conditions, the external member and internal member will be locked together, and the shaft 27 and the armature of the electric machine will operate concurrently.

From the above description it will be seen that the external casing rotates at all times with the shaft 27. The purpose will be more fully understood later on.

The external casing is provided on its outer face 75, with a spiral. gear formation 76, which meshes with the pinion 77, carried by the shaft 78. The ratio between the spiral gear wheel 76 and the pinion 77, is

such that the said pinion will be driven at substantially one half engine speed. This pinion is mounted on the lower extremity of the rod 78, which in turn is connected directly to the timing and distributing mechanism of the ignition system.

Inasmuch as the opposite portion of said rod, from that which carries the pinion 77, extends up into and is connected with the elements comprising the timing and distributing mechanism, it is only necessary to provide the said rod with a single bearing element, as for instance, as is shown in Fig. 4-. The reason for this is that, as is clearly shown .in the Patent No. 1,040,349, of October 8, 1912, the intermediate driving elements of the timing and distributing mechanism are provided with two bearings, and it will therefore be seen that if the upper portion of the rod 78 is securely connected to these elements of the ignition system, it will not be necessary to furnish more than one bearing for said rod and the pinion 77.

A brief description of the operation of the system, as embodying this particular machine, will now be given.

As soon as the engine 19 has become selfactuating and the shaft 27 begins to rotate, the shaft 78, shown in Fig. i, will of course be brought into operation and this shaft, as has been described above, being connected to the movable elements of the ignition system, will cause the operation thereof, at a determined speed. This is effected by having the gear ratio between the external spiral gear 76 and the pinion 77 properly determined.

Inasmuch as the external spiral gear is formed on or secured to that element of the frictional clutch, which is pinned or secured directly to the shaft, which in turn is actuated whenever the engine is operating, it must necessarily follow that the ignition system will be in operation at all times that the crankshaft of the engine is moving.

While the form of mechanism herein shown and described constitutes a preferred form of embodiment of the present invention, it is to be understood that other forms might be adopted, all coming within the scope of the claims which follow.

What we claim is as follows:

1. In a starting system for internal combustion engines, the combination with an electric machine, adapted to be operated as a generator at a determined ratio, relative to the engine speed; an ignition system operable at a constant speed ratio, relative to the engine speed; and a clutch having driving and driven members for automatically connecting the electric machine to the engine to operate the same as a generator, when the engine attains a predetermined speed, said driving member of the clutch having provisions for operating said ignition system at a determined ratio, relative to the engine speed throughout the operation of the engine, regardless of the operation of the elect tric machine.

" pendent connection; an ignition system comprising timing and distributing mechanism positioned in another of said chambers;

and driving connections between said independent connection and the tlmmg and exterior face of said outer member having a spiral gear secured thereto; an ignition system, comprising timing and distributing mechanism and cooperating with the spiral gear formed on said outer casing, whereby said timing and distributing mechanism will be operated concurrently with the engine.

4. I11 a device of the character described, the combination with an engine, of an electric machine capable of operation as a motor and as a generator, said machine including an armature shaft; means for connecting one end of said armature shaft to the engine,

, when the electric machine operates as a motor at one ratio of speed, and connecting devices operable to couple up the opposite end of said armature shaft to the engine, to opcrate the electric machine asa generator at a different speed ratio; an ignition system including movable parts; and driving mechanism associated with the said connecting devices for operating the movable parts of the ignition system at a determined speed ratio relative to the speed of the engine, regardless of whether the electric machine operating as a motor or as a generator.

5. In a device of the character described, the combination with an engine, of an electric machine; a clutchunit comprising driving and driven members for connecting the electric machine and engine together, where by to operate the electric machine as a generator when the engine has reached a determined speed; an ignition system comprising movable parts; and driving connections between the driven member of said clutch unit and the movable parts of the ignition system will be operated concurrently with the engine regardless of the operation of the electric machine.

6. In a device of the character described, the combination with an engine, of an electric machine operable as a motor at one ratio of speed for starting purposes, and as a gen erator at a different speed ratio; a clutch unit interposed between the engine and electric machine and adapted to connect the electric machine to the engine to operate the same as a generator when the engine has reached a determined speed; an ignition system including timing and distributing meelr anism; and driving connections between the tures in the presence of two subscribing wittiming and distributing mechanisms and the nesses.

clutch mechanism, whereby said timing and r V v 1 w distributing mechanisms will be operated at 6gi T g a determined speed ratio, relative to the b speed of the engine, regardless of the operal/Vitnesses: tion of the electric machine. JOSEPH WV. MCDONALD,

In testimony whereof We eflix our signa- VALTER RIEDEL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

